Advice please DA42 with 2.0 Thielert Engines
Join Date: Jan 2006
Location: Oxfordshire
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The Diamond aircraft are reasonably good aircraft. I am involved with the operation of 14 DA 40 and 3 DA 42 all fitted with Theilert/Centurion 2.0 engines.
I have heard of corrosion problems in UK but maybe this is due to aircraft sitting in the open. All our flights are over the sea and corrosion is a minor issue mainly related to unprotected bolts. We do fly such high hours that our aircraft are in for maintenance every month, maybe this keeps any corrosion at bay.
We find that the TAE 2.0 is very reliable, and I do not understand aircraft being grounded by gearbox limits etc. We operate on the opposite side of the planet from Theilert and with careful planning almost never have to wait for spares.
The 1.7 had a number of issues, some to do with theilert and some to do with the Diamond installation. Since the introduction of the 2.0 almost all issues have been resolved. Recently there was an issue with clutches which was caused by faulty parts supplied to TAE. TAE responded with emergency AD's to replace the faulty parts.
This year we have averaged in excess of 1,400 hrs a month all with Diamond aircraft fitted with TAE 2.0 engines, we find them relatively easy to maintain and have few defects, certainly no more of an issue than a lycoming. Due to the high hours we fly our engineers are probably some of the most experienced with the Diamond/Theilert aircraft, maybe this has an impact on the low number of problems we have compared to those reported by other operators.
One thing I have found when reveiwing defects is that many are caused by incorrect operation or pilots not understanding the aircraft systems.
I have heard of corrosion problems in UK but maybe this is due to aircraft sitting in the open. All our flights are over the sea and corrosion is a minor issue mainly related to unprotected bolts. We do fly such high hours that our aircraft are in for maintenance every month, maybe this keeps any corrosion at bay.
We find that the TAE 2.0 is very reliable, and I do not understand aircraft being grounded by gearbox limits etc. We operate on the opposite side of the planet from Theilert and with careful planning almost never have to wait for spares.
The 1.7 had a number of issues, some to do with theilert and some to do with the Diamond installation. Since the introduction of the 2.0 almost all issues have been resolved. Recently there was an issue with clutches which was caused by faulty parts supplied to TAE. TAE responded with emergency AD's to replace the faulty parts.
This year we have averaged in excess of 1,400 hrs a month all with Diamond aircraft fitted with TAE 2.0 engines, we find them relatively easy to maintain and have few defects, certainly no more of an issue than a lycoming. Due to the high hours we fly our engineers are probably some of the most experienced with the Diamond/Theilert aircraft, maybe this has an impact on the low number of problems we have compared to those reported by other operators.
One thing I have found when reveiwing defects is that many are caused by incorrect operation or pilots not understanding the aircraft systems.
Join Date: May 2001
Location: UK
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Ignoring grounded aircraft that looks like an average of 21 hours a week across the fleet. Where abouts are you and what impact does the winter have - I assume you are not where your location indicates.
I had a tour of the Thielert factory in Lichtenstein, Saxony, earlier this year, and was very impressed by the whole organisation. My guide made no attempt to hide the problems they had had on the 1.7 engine and he showed me the old and new clutch/torque limiter (for want of a better description) assemblies.
I was also shown an impressive test rig and modification for the little end lubrication nozzle problem (the soldered-on pipe assembly which could seperate has been replaced by a one piece casting, and the test rig ensured that the oil jet on the new nozzle was on target).
The factory has a lot of work from motor racing teams (their original business) in addition to the aero engines, as well as sub-contract work from a variety of customers.
At the time of my visit, the company was being run by the administrator in a sort of Chapter 11 way, with the emphasis very much on keeping the business going. Unlike the UK, the German government is interested in keeping businesses other than banks going. A large amount of EU/local authority/government investment went into setting up the factory in an area of high unemployment, and the impression I got was that they didn't want to see it go down the plughole.
Unfortunately the rules for companies in administration do invalidate warranties, so there was no doubt that there were a great many customers who had lost out when their early type gearboxes and or torque limiters had failed and were left to foot the bill for a replacement themselves.
Thielert has had its fair share of problems, but the impression my visit gave was it is also well equipped with the technology, personnel and hard earned experience to produce a good product now and in the future.
I was also shown an impressive test rig and modification for the little end lubrication nozzle problem (the soldered-on pipe assembly which could seperate has been replaced by a one piece casting, and the test rig ensured that the oil jet on the new nozzle was on target).
The factory has a lot of work from motor racing teams (their original business) in addition to the aero engines, as well as sub-contract work from a variety of customers.
At the time of my visit, the company was being run by the administrator in a sort of Chapter 11 way, with the emphasis very much on keeping the business going. Unlike the UK, the German government is interested in keeping businesses other than banks going. A large amount of EU/local authority/government investment went into setting up the factory in an area of high unemployment, and the impression I got was that they didn't want to see it go down the plughole.
Unfortunately the rules for companies in administration do invalidate warranties, so there was no doubt that there were a great many customers who had lost out when their early type gearboxes and or torque limiters had failed and were left to foot the bill for a replacement themselves.
Thielert has had its fair share of problems, but the impression my visit gave was it is also well equipped with the technology, personnel and hard earned experience to produce a good product now and in the future.
Last edited by Mechta; 7th Nov 2010 at 08:23.
